Industrial truck



Sept. 16, 1941. J, DUNHAM INDUSTRIAL mucx Filed Apr i1 14, 1939 10Sheets-Sheet l WMWW min NW MW 10 She ets-Sheet 2 INVENTOR I 2175? Jimwan; BY 6/W5MW- ATTORNEY Sept. 16, 1941.

E. J. DUNHAM INDUSTRIAL TRUCK 1o Sheets-Shet 5 Filed April 14, 1939INVENTOR. fl/vePJlmwn/v. BY 7W5 JAM A TTORNEK Sept. 16, 1941. E J.DUNHAM INDUSTRIAL TRUCK Filed April 14, 1939 IIIFLIL w wt mmMn E. J.DUNHAM 2,256,314

INDUSTRIAL TRUCK Filed April 14, 1939 10 Sheets-Sheet 6 INVENTOR. 40mIla/mam A TTORNEK Sept. 16, 1941. En. DUNHAM INDUSTRIAL TRUCK FiledApril 14, 1939 10 Sheets-Sheet 7 ATTORNEY Sept. 16, 1941. E. J. DUNHAM2,256,314

INDUSTRIAL TRUCK Filed'April 14, 1939 10 Sheets-Sheet 8 N I. Z

NM Wm M W MN NM NM \VR-, a u 5 m \1 NM m7 3 am 3 H .I

Mm l w mm N QNN 3 mum P 1941- i E. J. DUNHAM 2,256,314

INDUSTRIAL TRUCK ATTORNEY Sept. 16, 1941.

E. J. DUNHAM INDUSTRIAL TRUCK Filed April 14, 19 39 10 Sheets-Sheet 10 v.IP

A TTORNEK trol of the vehicle. Thus it was necessary that Patented Sept.16, 1941 UNITED STATE-S PATENT OFFICE mnus rfr frrraucn v IElmerJ.Dunham,BattieCreek,lilicl1.,assianorto eorpor'ationofmtompany,Bnehanan,Mich.,a

ehigan Application sun 14, 1939, Serial No. 261.149 zo cums. (c1.lac-54),

This invention relates to industrial trucks, and

. more particularly is directed to industrial trucks particularlyemployed for loading and unloading box cars, and for handling andtierlng merchandise in warehouses, mercantile buildings, industrialplants, shipyards, and the like.

'lrucks of this general type have been known for some time, but. theneed has arisen for a truck with a'short wheel base and turning radiusthat could be driven, directly into the doorway of a box car and turnedwithin the width of the car to pick up or deposit material therein. To

7 effect such a construction it has been necessary to approach theproblem of manufacturing such trucks from an entirely diflerentviewpoint.

Formerly, such trucks had. the operator mounted on a platform at therear end thereof, adjacent an instrument panel and operating mechanismby which he could control the movement of the truck and of the liftingand tierlng means which is supported at the oppodte end of the truck.This endangered the occupant due to his exposed position on theplatform, and also materially increased the turning radius of thevehicle so that wide aislesor passageways were necessary to allow propermaneuvering of the vehicle in warehouses and the like.

However, another problem arose when it was contemplated that the wheelbase and turning radius of the truck should be reduced. In effectingsuch a reduction ofthe wheel base with the load-supporting uprights orguides being mounted at one end of the vehicle-the danger oi upsettingof' the vehicle due to overbalancing thereof when loaded wasencountered. Even if the vehicle-was not upset there was the possi-'bility that the traction of the rear steering wheels would beinsufiicient to allow proper conthe truclrbe designed so that it couldcarry. its rated capacity and appreciable. over-loads, and yet be stablethroughout all portions of its operating cycle. This was accomplished bythe provision of counterweighting the truck chassis at points remotefrom the load supporting means whereby the 'moment arms of thecounterweighting means would be suflicient to maintain. the truck stablewhen loadswere being handled with the lifting and tierlng mechanism atthe forward end thereof.

I also contemplated in the design of the present truck a simplificationof the control-system so that the operator. would be more or lesspositioned in a manner similar to the position of the operator in atruck or autom bile, with-.

carrying means is the control mechanisms junction with jiorm of thepresent invention.

the control mechanism in such manner that highly'skilled operators wouldnotbe. necessary for efllcient operation of the'vehicle. This requiredthe disposing of the operator in a seated position substantiallycentrally of the truck with pedal controls for the clutch and the brakemechanism, and with the usual type of gear shift lever similar to that--usedin automotive ns.

Still another object which has been attained by thepresent invention isthe provision of a simplified frame and power plant assembly with thepower plant in effect being. a continuous rigid unit consisting 'oftheengine, clutch, transmission 'and driving axle assembly all supported ina simplified irame construction, which pro-- vides proper springing ofthe engine imit. on

the rear axle and provided for proper support or the accessory equipmentand accessories'required in such a vehicle. This assembly problem wassolved by providing for cushioned support of the power plant engine atone end of the frame, and rigid support of the rear axle assembly atthe-opposite end of the frame with the clutch and t being rigidlysecured between the engine and axle assembly to form a substantiallyrigid backbone or spine forthe vehicle. In conjimction with this theframe it'- self is designed to provide the pivotal support for thevertical uprights upon which the load raised and lowered, and'alsoprovides for proper journalling of a number of required for operatingthe vehicle. with such a design the construe tion lends itself .well toassembly'line production,

since the engine, o and rear axle assembly can be'rigidly assembledandconnected into an integral unit and readily mounted in the frameafter which'the ac ser! and auxiliary mechanisms, can all beplaced .onthe frame as it moves along anassembly line.

.This simplified construction, together with the assembly line method ofbuilding the truck, has resulted inconsiderable economy for ,volumeprodlw ion-of the vehicle and thus further reduces the'cost thereof. Asa result, a relatively, smallbut provided at low cost.

Other obi advantagesof the'present invention willfappear more fully fromthe fol lowingdetailed description which, taken in con-' the accompanydrawings, will disclosetothoseslrilledinthearttheparticula'rconstruction and operation of a related to his positimii whichprovideshi hly eil cient truck is preferred a frame shown in Figure thetruck;

Figure 3 is an elevational view of the chassis and power plant assemblyon an enlarged scale;

Figure 4 isa perspective view of the truck frame itself;

Figure 5 is a bottom plan view of the truck 4;

Figure 6 is an elevational view of the truck frame shown in Figures 4and'5;

Figure 7 is a perspective view of the truck frame with the power plantassembly mounted therein;

Figure 8 is an end elevational view, partly in section, of thetransmission construction; Figure 9 is a sectional view through thetransmission and a portion of the drive axle assembly; Figure 10 is amore or less diagrammatic view of the fluid circuit for controlling theraising and lowering of the load-supporting means and the tilting ofthis mechanism; and

Figure 11 is a top plan view of the truck. Referring now in detail tothe drawings, the truck comprises a frame indicated generally at II asshown in Figures 1, 2 and 3, having the rear steering wheels l2 and thefront drive wheels l3. Pivotally mounted at the forward end of the frameare a pair of vertically extending channelshaped uprights l4 withinwhich are telescopically mounted a second pair ofuprights l5 tiedtogether at their top by a cross member l6." Within the channels of theuprights l5 are located rollers carried by frame member I I which formsa load supporting carriage and has, the L- shaped lift fingers l8projecting therefrom for movement under a load and to raise and lowerloads placed thereon.

Mounted between the uprights is a hydraulic cylinder is from whichprojects the piston rod carrying a cross-head 2| having laterally spacedsprockets 22 over which are trained chains or similar tension members 23anchored at one end to a cross member 24 secured to the rear of theuprights l4, and which, at their opposite ends are connected to thecarriage l1.

- With this construction, raising of the cross-head results in relativemovement of the load supporting carriage II with respect to the uprightsl5, and after the cross-head has moved upwardly a predetermined distanceit abuts against the cross member l6 of the uprights I! to move theseuprights conjointly therewith while the carriage II moves relativelythereto to. its extreme upper position, in which the uprights l5 havetelescoped outwardly of the uprights ll and the carriage has moved tothe top of the uprights l5.

As shown more clearly in Figure 3, the steering axle is spring supportedfrom the truck rame by means of the longitudinally extending leafsprings 32, tied to-the spring shackle 33 and to the frame brackets 3|.Mounted on theframe above the axle 33 is an engine indicated genbe ofany suitable type erally at 35 which may I such as in an internalcombustion engine, a Diesel engine, or the like, and which has aradiator 36 disposed at one end thereof having the grill 3! protectingthe same whereby air can be drawn in through the opening 33 in the rearcounterweight member 33 by the fan ll! to cool the fluid in theradiator. The radiator 3 has aheader 42 provided with the filler cap 43,which 75 position on the truck frame, is a fluid pump ii I driven fromthe c haft of the engine and adapted to supply the fluid under pressurewhich operate the raising and lowering cylinder l9, and also operatestilting cylinders ill trunnioned at their rear ends as indicated at 52on the truck frame and having axially extending piston rods 53 pivotallyconnected as indicated at 54 to brackets 55 carried adjacent the lowerportions of the uprights II. The uprights being pivotally mounted on theframe, admission of fluid under pressure to opposite ends of thecylinders 5|! results in forward or rearward tilting of the uprightsabout their pivots to correspondingly tilt the load supporting carriagel1.

Considering now in detail the construction of the frame II, which isshown in Figures 4 to 6, inclusive, this frame comprises two sidemembers 63 and 62 which are joined together at their rear end by atransversely extending plate 63 and carry upwardly extending anglemembers i 34 forming the support for the radiator 36, and also thesupport upon which is mounted the counterweight member 33. Intermediatethe angles 6,4 and rigidly secured to the plate "are two bracket members65 which project forwardly of the plate 63 and serve as supports for thefront end ofthe engine 35. These supports preferably are provided withrubber or similar resilient means by which the engine is secured theretoso asto provide a cushioned mounting which allows slight floatingmovement of the engine and yet resists the torque reactions thereof.Below the brackets 65 are disposed the two brackets 66 which haveforwardly extending transverse journal portions 31 receiving the upperends of the spring shackles 33 connected to the rearends of the springs32 for the steering axle 30. The frame members 63 and 62 extendsubstantially horizontally forwardly from the plate 33 for a distancesubstantially equal to ,35 andjrave dropped portions indicated at 33which are provided with the journal bosses 83 forming the trunnionsupports for the,trunnions 52 carrying the rear ends of the cylinders53. Below the trunnion supports 3! the frame members again projecthorizontally forwardly, and converge together through angle 16 securedto the lower rear portions of the uprights H for pivotally supportingthe uprights it upon the shaft 15. It will thus be apparent that theuprights II are pivotally supported dithe same may be rigidly rectly onthe front end of the frame construction independently of the drivingaxle assembly, and

that the frame provides a transverse cradle at its forward end for thedrive axle assembly whereby secured thereto. l

A suitable cross bracing member 11 is provided adjacent the lower endsof the drop portions 33 of the'frame members, and carries rearwardlyextending brackets 34 forming the other pivotal connection for thesprings 32.

Bolted to opposite sides of the frame It on the upper horizontallyextending portions there-' of are counterweight members which alsoserveas protecting fenders for the wheels l2, and which are indicatedgenerally by the numeral 8.. It will be noted that both thecounterweight 39 and counterweights it are heavy cast iron members whichare disposed an appreciable distance rearwardly of the pivotal axis ofthe uprights l4, and thus form effective moment arms coimteracting themoment arm produced by the load on the lift fingers l8.

Above the counterweight members I. suitable side panels 82 on oppositesides of the engine are' provided for enclosing the engine, togetherwith a hood portion '3 which encloses the radiator header l2 and has adropped portion ll forming a deckv or the like immediately above theside post fl and may also have a springsupported connection within thepost to provide for some degree of resilience to add to therldingcomfort of the operator.

Considering now the assembly within the frame ll.'a s clearly showninrigures 3 and "I, the clutch housing ll is,piloted. in and rigidlysecured to the flywheel housing at of the engine ll. Bolted directly tothe clutch :housing I! is the on case 13 having the pedestal M fromwhich projects the gearshift lever li substantially as is customary inautomotive transmissions. The details of the transmission are disclosedinFigures 8 and 9,'and will be describedhereinafter. Bolted directlyto'the rear face of the'transmission housing 83 is an axle anddifferential carrier-assembly "'which has oppositely extending housingarms 91 having flanges 88 to which are bolted the backing plates llcarrying the brake assemblies for the driving wheels. Preferably, thesebrake assemblies comprise hydraulically actuated brakes comprising thebrake cylinders I and the brakeshoes I02. Projecting outwardly throughthe bachng plate are the Jack shaft or stub shafts Ill upon which thewheels II are pivotally mounted. and a suitable separator plate I isprovided between'the brake ly and the internal driving gear assemblycomprisingtheringgearcarriedby the wheels I! and the pinion gear I.mounted on a shaft I extending into the housing 9 through thedifferential case. Theaxle assembly is substantially identical with thatdisclosed in-my Patent No. 2,134.687, issuedliovember ll, 1938. The onlydifference between the present axle construction and that shown in theaforesaid patent is that the uprights in the patent-are pivotallymounted on the housing arms .1, whereas in the instant application theuprights. are mounted on the forward end of the frame to pivot on theshaft ll. As shown clearly in Figure I, the engine 8' is,

provided withthe usual manifold construction 75 mounting of the drivingIII including a carburetor I, which is controlled from a suitable footaccelerator pedal III mounted on the flood board 2 of the vehicle.

20 panels II to which the latch connections 85' are This floorboard H!has a suitable opening ill therein through which extends the gear shiftlever 95, and it will be noted that the housing 96- has an upstandingarm H4 forming a forward support for the floorboard 2 which, atits rearend, is supported on the forward end portions 5 of the frame.

The engine 351s also provided with the usual, ignition system, includingthe high tension coil 6, and is supplied with current from a batteryenclosed within the housing I" mounted on the top of one of thecounterweight members It.

It will be apparent with this construction that the engine, clutch.transmission, and driving axle are all rigidly connected together toform a rigid driving assembly from the en ne to the axle, which acts asa backbone for taking care of the torque reactions and provides a veryclose coupled construction materially reducing the wheel base of thetruck, which is highly'desirupper end formed .as a split clamp member inable The housing Q6, as bracket portions Ill adjacent the shafts IIIwhich are adaptedv to lie upon the portion- 13 of the frame and to bebolted thereto for rigidly connecting the frame and drive assemblytogether. These brackets may be formed integral with the housing 98 orsecured thereto in any desired manner, and it is apparent thatadjustment between the driving assembly and the frame can be provided byshims placed between the supporting surfaces It and the brackets tocover any possible inaccuracies between the frame and the drivin;assembly.

The floorboard 4 through the hand brake lever II! which is connected ina suitable manner to be described hereinafter' to a brake constructionprovided on the 'countershaft of the transmission.

At one side of the junction-between the trans- I mission housing a andthe differential housing 86 there is provided a vertically extendingbracket III having a transverse journal portion I22 at-its whichis-adapted to be secured the steering mechanism of the vehicle, andwhich-forms a support for the upwardly and rearwardly extending steeringpost I23 at the upper end'of which is moimted the steering wheel I24.bolted to the forward end of the floorboard, and has a collar portionI28 engaging about the post it! to rigidly holdthe same in position.From the steering mechanism supported in the bracket I25 a suitable draglink connection is provided to the steering apparatus at the axle II.This apparatus may be of the type shown in detail in my copendingapplication, Serial No. 244,945, filed December 10, 1938, in whichoverlapping tie rod sections are secured to the steering knuckles of thetwo wheels l2, and are carried by a crank 4 plate which has an offsetarmportion to which is connected the drag link actuated by the steeringsharp turninghction can be imparted thereto so that thetruck will pivotabout a point laterally adiaoent one of the driving wheels l3. Mountedbetween the floorboa'rd which contains the oil: for the'fluid pump 6,and from which such oil iswithdrawn by the pump to shown i'n Figure 3,has

m also has projecting there- A suitable bracket I25 is m and the forwardend of the deck II is an oil reservoir Ill 1 through the branchcorresponding forward ends of the tilt cylinders 53. This results inpressure being applied' be transmitted under pressure to the cylinders53 and I3. Suitable control valve means is provided, as will bedescribed hereinafter, which are actuated by the respective controllevers I32 and I33 extending upwardly through suitable slots in the deck33. .The control levers I32 and I33 are therefore disposed laterallyadjacent the seat 38 within convenient reach of the operator, and aremoved fore and aft to control raising and lower-' ing of theload-supporting carriage IIand tilting of the uprights I3.

Disposed below the flywheel housing and trans mission of the vehicle,and supported between the diverging portions III of the frame is a gastank indicated generally at I35, which has a filler exoperating thetilting and lift cylinders, this is shown in detail in Figure 1-0.

The pump 35 has its inlet side I31 connected .through the conduit I33with the bottom reservoir well I33 at the lower end of reservoir I33.From the outlet side I53 of the pump, the high pressure line I52 leadsto a series of valves, indicated generally at I53. The high pressureline is connected to the first valve body I53 which includes a safetyby-pass valve set at a predetermined pressure so that if the pressuresin the line exceed this amount the oil is by-passed past the lift valvebody I55 and the tilt valve body I51 connected through the conduit I53to the top of the reservoir I33, as indicated at I 53. Each of the valvebodies I55 and I55 has a control plunger such as indicated at I 53,which is connected through suitable links to the control levers I32 andI33. The lift valve has a single outlet I52 connected through theconduit I33 to the lower end I53 of the lift cylinder I3. When thecontrol lever I32 is actuated, fluid underpressure from the pump istransmitted through the valve, I55

vehicle is fully protected against inJury from to the line I33 and intothe lower end of the. cylinder I3, whereupon the cross-head 2| is raisedto effect raising of the load-supporting carriage. The upper end of thecylinder I3 has an overflow line I35 which allows any oil above thepiston in the cylinder I3 to flow outwardly therefrom,and thence backthrough the line I55 to the reservoir I33. The load-supporting carriageis lowered by ravity when the pressure on the under side of the pistonI3 is relieved.

The tilt valve I55 is of a construction such that actuation of theplunger in one direction from a neutral position connects thehigh pressure side of the oil line to the conduit I51, from which conduit the oilis transmitted lines I53 and I33 to the against the pistons withinthetilt cylinders moving the piston rods, 53 rearwardly in the cylinders totilt the uprights I3 rearwardly. When the control lever I33 is moved inthe opposite direction past neutral position, the oil under pressure isallowed to flow through the valve I55 into the conduit "3 which has thebranch connection I12, so that under suchconditiomtheoilimderpressureissuppliedtothc rear ends of the tiltcylinders 53 moving the piston rods 53 outwardly to tilt the uprights I3forwardly.

The control levers I32 and I33 are spring controlled to normally remainin neutral position, under which conditions the oil forced out of thepump 35 flows from the valve body I53 to the valve body I 51 and thenceback into the reservoir I33, thereby providing -a continuous'circulation of this oil in what might be termed an idling operation ofthe system. When either of the valves I or I55 is actuated, the oilunder pressure is directed to the corresponding cylinder, and when thepiston in the respective cylinder reaches a limiting position, thesafety valve in the valve body I53 releases to allow bypassingof the oilso that no undue pressures are built up in the cylinders.- The releaseof this safety valve is audible, and indicates to the operator that alimiting .position has been reached. If at any time during the operationof either of the valves the control lever connected thereto is released,the lever immediately moves to neutral position, stopping the mechanismand holding the uprights or the load carriage in its stopped position.Thus, the uprights can be tilted to any intermediate position and theload- .supporting carriage can be raised any desired amount between itsupper and lower limits and heldinposition without requiring any furtheraction on the part of the operator, Also, a safety feature is providedinasmuch as the operator cannot set either of the control levers foroperation and leave the machine, or release the control lever as itimmediately will return to neutral position, thus preventing anypossibility of starting movement of the load-supporting carriage andthen leaving the machine while such movement continues.

By the locating of the control valves I32 and I33 immediately adjacentthe operator, it is possible for the operator to actuate these membersand have clear vision as to the movement of the load-supportingmechanism so that moving of the load can be accurately controlled.Further, the operator sitting intermediate the ends of the surroundingobjects, and is in a position where a clear view can be had for guidingthe vehicle through narrow aisles, into and out of freight cars. alongdocks, andthe like. It will be noted that the counterweight 33 whichhangs over the rear end of the vehicle is ofarounded form, whichmaterially adds to the appearance of the vehicle and also preventspossible injury thatmight be caused by sharp corners or a the like. Thiscounterweight :is preferably provided with a recess, as indicated atI33-in Figure 3, adaptedto receive the bail or yoke of altrailec. or thelike, which can be coupled to the vehicle to be towed .to any desiredlocation. A suitable vertically extending opening I32 is provided forreceiving a pin to effect the coupling connection.

Considering now in detail the construction of the transmission and theoperating mechanism therefor, the transnission'housing 33 is piloted onand secured to the clutch housing 35. The transmission housing includesvthe pedestal 33 having the spherical supporting seat I35for the gearshift lever 35. This provides universal support for the shift lever toallow it to have rocking movement laterally for selectiveengagemeat-with the shift forks I33 and I3? which are eonnectedto theshift rails I33 and I33, respecclosely adjacent tothe control levers I32and I33 to facilitate their operation, and also to render them readilyaccessible for inspection or repair. The same is true of the otheroperating parts of the vehicle as the entire design is constructed withthe thought of accessibility to the working parts by removable panels,such as the panels 82 or the removable fioorboard and hood assembly. V

. The vehicle is also capable of use as a tractor, and can besimultaneously employed as a tractor and a truck with little or nodifliculty.

The operation of the cylinder H for raising and lowering carriage l1 andtelescoping movement of the uprights is substantially the same asdescribed in detail in my copending application, Serial No. 211,746,filed June 4, 1938.

It istobe noted that the truck herein shown and having a. capacity .of1%; to 2 tons moved on the lift fingers, is so designed asto have awheel base of only 38 inches and has an over-all length of less than 100inches from the rear counterweight to the tips of the lift fingers.

It is also to be understood that the machine can be built without thesecond set of telescoping uprights I5 for use in cases where extremetiering height is not desired, with a consequent simplification of themechanism, or it can be built with relatively low uprights telescopingso as to secure a relatively high lift, but whenin lowered positionextending only to a height below the level of the operator's head.

I am aware that a number made in certain details of of changes can betend to be limited except as definedby the scope and spirit of theappended claims.

I claim:

' 1. In an industrial truck having a. rigid power unit assembly, membersspaced apart at one end by a transverse vertical plate and at theopposite end by a transverse cradle, tions on said cradle, a transverseshaft supported in said projections, supporting means on said plate andcradle adapted to receive opposite ends of said rigid powerunitassembly, and counterweight means secured to said end plate and theadjacent side members about said engine end of said frame.

, 2. A frame and power unit assembly for an.

industrial truck comprising parallel side frame members spaced apart atone end by a transverse vertical plate and having dropped opposite endsspaced apart by a transverse cradle, an intermediate transverse member,spring supports secured on said plate and intermediate member, enginesupport brackets on said plate above said spring supports, a transverseshaft carried by said cradle forwardly of the ends of said side framemembers, supporting pads carried by and extending laterally outwardly ofthe cradle, and

a power unit assembly comprising an engine, transmission, and drivegearing coupled together as a rigid unit, said'drive gearing portion ofsaid assembly being mounted on said pads and said engine being supportedon said engine support brackets.

a frame comprising parallel side forwardly extending projecthe assemblyherein shown and described, and I therefore do not in- 3. A frame andpower unit assembly for 'an industrial truck, said frame comprising apair of side members spaeed apart at one end by a transverse verticalplate, said side members extending downwardly and forwardly at theiropposite ends to provide a dropped forward frame portion spaced apart bya transverse cradle member ing laterally spaced side members-spaced atone end by a transverse plate and at the opposite end by a transversecradle, said cradle having horizontal pads at the ends thereof, bracketsextending inwardly from said plate, a power unit comprising a motor, atransmission piloted in and secured to the fly-wheel housing thereof,and a drive axle assembly rigidly secured to said transmission andincluding a differential housing disposed in said cradle, said hous' ghaving support on said pads and said motor having support on saidbrackets.

5. In combination, a power unit comprising an engine, a transmission anda drive axle assembly coupled in line as a rigid unit, a pair of drivingwheels carried by said assembly, a steering axle, a frame resilientlysupported at one end on said axle and at the opposite end secured tosaid drive axle assembly, said frame including side members laterallyenclosing said engine and extending forwardly and downwardly andconverging inwardly beneathsaidaxle assembly and intermediate saidwheels, a plate extending between said side members forwardly of theengine and having means supporting the engine thereon, and a transversecradle beneath said axle assembly and secured to said converging ends ofsaid side members, said cradle having means securing the same to saidassembly.-

6. In combination, a power unit comprising an engine, transmission anddrive axle assembly secured together as a rigid unit, a steering axlebeneath said engine, a frame resiliently support ed on said steeringaxle at one end, and secured to said drive axle assembly at the oppositeend, an operators seatsupported on said frame above said engineintermediate said axles, a steering post extending diagonally forwardlyfrom said seat toward said drive axle assembly and having a connectionfrom the lower end thereof. to said s. In combination, in an industrialtruck, a'

power unit assembly comprising an engine, transmission and drive axleassembly rigidly coupled together, a frame comprising two side membersdisposed on opposite sides of said unit, a transverse cradleat one endof said frame secured to said driveaxle assembly, a transverse verticalplate connecting the side members at the opposite end of the frame,engine support means on said plate, a steering axle beneath said engine,means resiliently supporting said frame thereon, a counterweight mountedon said plate, and counterweights secured to said side members andextending longitudinally from said first weight substantially to thetransverse plane through the front end of said transmission.

9. The combinationof claim 8 gine, said first counterweightextendingvertifurther charac- I terized .in the provision of a hood forsaid en-f tively, carrying the shifter yokes I99 and I92. Suitabledetent means is provided for holding the shift rails in selected shiftedposition.

The shift mechanism is carried on a plate member I93 bolted to the sideface of the transmission housing vand having an outwardly projectingbracket portion I94 forming a support for the hand brake mechanismactuated by the hand brake lever I l 9. This mechanism, as shown moreclearly in Figure 3, includes a connecting link I95 which is pivotallyconnected between the lower end of the hand brake lever and a bell crankmember I98 pivotally mounted on the clutch shaft I91 projecting out ofthe side of the clutch housing. The opposite end of the bell crank leverI96 has a link I98 pivotally connected thereto and at its opposite endcon- .205 about the brake drum 206 carried by the .countershaft 201 ofthe transmission. This brake construction is similar to that disclosedin Leo A. Bixby patent, No. 2,090,100, issued July 17, 1937.

The transmission has bolted to the rear flange 208 thereof the bellflange 209 of the differential housing 96. Extending rearwardly from theflange 208 the transmission has a differential carrier including thejournals M for supporting the differential case. The main shaft 2I2 ofthe transmission is formed integral with the clutch shaft, and has anintermediate reduced portion 2I3 upon which is mounted the clutchthrowout bearing 214 controlled by the clutch rocker arm 2 I 5 mountedon the shaft I91. Suitable bearings 211 support the intermediate portionof the shaft H2, and at its rear end the shaft is supported by thetapered bearings 2l8. The splined portion 2I9 of the shaft is adapted tocarry an axially fixed gear 220 and an axially slidable gear 222, thelatter gear being controlled by the shifter yoke I92.

The countershaft 201 of the transmission has bearing support in thetransverse partition 223 between the clutch housing and the transmissionhousing by means of the bearings 224 and has rotatably joumalled thereonthe gear 225 which is in constant meshing engagement with the gear 220of the main shaft. The gear 225 has clutch tooth portions 228 thereonadapted to be engaged by the internal clutch teeth 221 of an axiallyshiftable gear 228 carried on a splined portion of the countershaft. Thegear 228 has a shift collar 229 thereon adapted to be engaged by theshifter yoke I90 for axial shifting movement.

Also splined on the shaft 201 rearwardly of the gear 228 is the gear 230which meshes with an idler gear on'a lay shaft that is adapted to beengaged upon rearward axial shifting of the gear 222 to provide forreverse movement of the truck. Suitable double tapered bearings 232support the pinion end of the countershaft 201, and the pinion 233projects rearwardly and has meshing engagement with a ring geardiagrammatically shown at 234 carried by the differential case supportedin the journals 2I0.

It will be apparent that with this transmission construction two speedsforward and one reverse are provided. The first forward speed isproduced by meshing engagement between the gear ing when parked ongrades or the like.

222 and the gear 228, while second speed is pro duced by engaging ofclutch teeth 221 of the clutch tooth portions 225 of the gear 225.Reverse speed is produced by shifting the gear 222 away from the gear220 into meshing engagement with the idler gear which drives the gear230.

The provision of the hand brake 205 for the brake drum 206 carried onthe countershaft is necessary by reason of the use of hydraulic brakeson the drive wheels, since a parking or emergency brake is necessary tohold the vehicle from mov- The pedal 240 shown in Figure 11 constitutesa brake pedal which is rotatably joumalled on a shaft 242 rotatablysupported in the iournalportion 243 of the frame I0, as shown in'Figures4 to '1,

inclusive. The brake pedal, as shown more clearly in Figure 3, hasconnected thereto the crank arm 244 which is pivotally connected to theplunger rod 245 adapted to actuate the master cylinder 246 of thehydraulic braking system. The arm 244,-in effect, forms with the brakepegal a bell crank rotatably joumalled on a shaft 2 The clutch pedal250, shown in Figure 11, has

keyed connection to the shaft 242 on the outside of the frame I0, andwhen actuated, rotates the shaft 242 which in turn effects rotation ofthe arm 252 clamped to the opposite side of the shaft and projectingnormally thereto. The arm 252 at its free end is pivotally connected toan adjustable link 253, which in turn is connected to the actuating arm254 secured to the clutch operating shaft I91. Thus, upon depression ofthe clutchpedal the shaft 242 is rotated, which effects rotation of arm252 and consequent rotation of the clutch shaft I91 through the link 253in the arm 254.

It will be apparent from this explanation that the pedals 240 and 250are located in positions similar to corresponding pedals on anautomotive vehicle with the accelerator located laterally of the brakepedal 240 so that a conventional automotive type drive is effected.This, together with the location of the gear shifting lever and the handbrake, provide a construction very similar to an automotive drive sothat unskilled operators can readily operate the vehicle if required todo so.

It will therefore be apparent that I have provided a very compact buthighly efficient industrial truck that can be used for transporting andtiering merchandise, and is close coupled to provide a very sharpturning radius, facilitating its entry into freight cars to pick up ordischarge merchandise thereinto. The construction is so designed thatthe counterweighting will allow relatively heavy loads to be carried onthe loadsupporting carriage l1 without any unstability of the truck,and'the fact that these loads are carried substantially above thedriving wheels insures maximum traction on slippery surfaces.

The entire mechanism is so designed as to be completely enclosed withina hood arrangement which gives the truck a well groomed appearance andprevents accidental damage to the working parts thereof. The arrangementof the oil reservoir, the gas tank, and other features of the inventionare such as to use all available space within the limits of the truckframe to minimize its width and height in order that the operator shallhave clear vision and maneuverability. It will benoted that the valvesfor controlling the operation of the tilt cylinders and the liftcylinder are located directly under the deck 04 drive axle assembly, anda fluid reservoir for therethrough in line with the front end of saidengine.

10. The combination of claim 8 further characterized in the provision ofside grilles mounted on opposite sides of the engine, said sidecounterweights havingflat upper defining surfaces at the. lower edges ofsaid grilles.

11; In combination, a power unit comprisin an engine, transmission anddrive axle assembly secured together as a rigid unit, a steering axlebeneath said engine, a frame resiliently sup ported at one end on saidsteering axle and secured at the opposite end to said drive axleassembly, said frame including a transverse plate at said one end forsupporting the front end of said engine, a radiator mounted on the innerface of said plate above the engine supporting means, and acounterweight secured to said plate and having an opening therein inalinement with said radiator.

12. In an industrial truck having a rigidly connected engine,transmission and drive axle assembly, an enclosing frame rigidly securedat one end -to said drive axle and at its opposite end supporting saidengine, steering wheels for said truck resiliently connected to theengine end of said frame, an operators seat supported on one side ofsaid frame above the rear end of said engine, a floor board disposedabove said transmission, and a steering post extending diagonallythrough said floor board on said side of said frame toward said driveaxle assembly and connected to said steering wheels.

13. In an industrial truck having. a rigid longitudinally extendingpower unit and drive axle as embly, an enclosing frame therefor, asupport for said unit in one end of said frame, said frame havinglaterally spaced vertical posts above said support, a radiator mountedabove said support between said posts and having a header at the upperend thereof, a vertical counterweight secured to the outer face of saidframeend having an opening in line with said radiator, and side saidmeans extending vertically from said floor board adjacent the front edgeof said seat.

16. The combination, in an industrial truck having an engine,transmission and drive axle assembly rigidly coupled together with thetransmission and axle assembly dropped below the'engine and extendingfrom the rear end thereof, of a frame having a transverse support at oneend thereof for the front end of 'the engine, side frame members alongthe sides of said engine and terminating in downwardly offsetlongitudinally extending members having pad portions at their endssupporting saidaxle assembly thereon, a floor board extendingtransversely over said tran mission, and an operator's seat disposed onsaid frame above the rear end of said engine.

17. The combination, in an industrial truck having an engine,transmission and drive axle assembly rigidly coupled together with thetransmission and axle assembly dropped below the engine and extendingfrom the rear end thereof.'

of a frame having a transverse support at one end thereof for the frontend of the engine, side frame members along the sides of said engine andterminating in downwardly offset longitudinally extending members havingpad portions at their ends supporting said axle assembly thereon, afloor board extending transversely over said transmission, a fuel tanksupported between said extending members below said transmission, and afill pipe therefor'extending to said floor board 1 at one side of saidtransmission.

count'erweights secured to said frame on the sides of said unit.

14. In an industrial truck having a'rigid longitudinally extending powerunit and drive axle assembly, an enclosing frame therefor, for said unitin one end of said frame, said frame having laterally spaced verticalposts above said a support support, a-radiator mounted above saidsupport between said posts and having a header at the upper end thereof,a hood for said unit having perforate side panel portions supportedon'said frame and a top portion extending over said unit forwardly ofand below said header, and an operator's seat pivotally supported onsaid frame i310: said top hood portion at one side of the 15.111 anindustrial truck having a rigid longitudinally extending power unit anddrive axle assembly, an enclosing frame therefor, a support for saidunit in one end of said frame, said frame having laterally spacedvertical. posts above said support, a radiator mounted above saidsupport between said posts and having a header at the upper end thereof,a floor board extending transversely across said frame inter-'-' mediatesaid axle assembly and unit, an operators seat between said floor boardand header, hydraulically operated means disposed over said 18. Incombination, a longitudinally extending rigid assembly comprising anengine, transmission and drive axle with the transmission and axle offet downwardlyrelative to said engine, a frame comprising a cradle at oneend for supporting said axle, longitudinal side frame member 0n theopposite sides of' and belowsaid transmission, a cross membertherebetween below said engine, vertical side plates forming acontinuation of said frame members along the sides- "of said engine, atransverse vertical plate terminating the ends of said side plates andproviding a support for the front end of the engine, and oounterweightssecured to said side plates and transverse plate.

19. The combination of -claim 18 including a steering axle beneath saidengine, and means secured to said frame resiliently supporting the sameon said steering axle.

20. A frame and power unit assembly for an industrial truck comprisingparallel side frame members spaced apart at one end by a transverseplate-and having dropped opposite ends spaced apart by a rigidtransverse member, an interme.-'

diate transverse brace between said frame members, spring supportssecured on said plate and intermediate brace, a steering axle springassernbly carried by said supports, engine support brackets on saidplate above said spring supports, a transverse shaft supported betweensaid side frame members forwardly of said transverse member, and a powerunit assembly comprising an engine supported atone end on said platebrackets, a transmission rigidly connected to the opposite end of saidengine, and axle drive gearing connected to said transmission andrigidly secured to said transverse member.

ELMER J-f DURHAM.

